Provided is a damper wherein viscous fluid which fills a circular cylinder chamber is more reliably prevented from leaking. A rotary damper (1) includes: a first seal ring (8a) of an elastic body, arranged between a through-hole (23) of a circular cylinder chamber (21) in a case (2) and a lower end of a rotor body of a rotor (3); and a second seal ring (8b) of an elastic body, arranged between a through-hole (60) in a lid (6) and an upper end of the rotor body. The first seal ring (8a) has: an outer peripheral surface with a width in a direction of a center axis of the circular cylinder chamber (21), which is pressed against an inner peripheral surface of the through-hole (23); and an inner peripheral surface with a width in the direction of the center axis of the circular cylinder chamber (21), which is pressed against an outer peripheral surface of the lower end of the rotor body, and also a second seal ring (8b) has: an outer peripheral surface with a width in the direction of the center axis of the circular cylinder chamber (21), which is pressed against an inner peripheral surface of the through-hole (60); and an inner peripheral surface with a width in the direction of the center axis of the circular cylinder chamber (21), which pressed against an outer peripheral surface of the upper end of the rotor body.

Provided is a rotary damper that makes it possible to adjust braking torque characteristics. A rotary damper (1) that restricts the movement of a viscous fluid (6) with which the inside of a cylindrical chamber (200) of a case (2) has been filled and thereby generates braking torque against applied rotational force. A flow path (208) is formed in a partitioning part (204) of the cylindrical chamber (200), and a check valve (3) is movably arranged inside the flow path (208). When a rotor (4) has rotated in a normal rotation direction R1, the check valve (3) moves inside the flow path (208) in a closing direction M1 and closes the flow path (208) and, when the rotor (4) has rotated in a reverse rotation direction R2, moves inside the flow path (208) in an opening direction M2 and opens the flow path (208). The check valve (3) comprises a reaction force application part (302) that generates a reaction force against the check valve (3) when the check valve (3) has moved to a prescribed position in the closing direction M1.

A rotary damper (1) has a first sealing ring (8a) and a first bushing (4a) which are located between a through-hole (23) of a circular cylindrical chamber (21) inside a case (2) and a lower end part (33a) of a rotor body (31) of a rotor (3), and a second sealing ring (8b) and a second bushing (4b) which are located between a through-hole (60) in a lid (6) and an upper end part (33b) of the rotor body (31). The first sealing ring (8a) has an outer peripheral surface (85) having a width in a direction of a center axis of the circular cylindrical chamber (21) and being pressed against an inner peripheral surface (220) of the through-hole (23), and an inner peripheral surface (84) having a width in the direction of the center axis of the circular cylindrical chamber (21) and being pressed against an outer peripheral surface (34) of the lower end part (33a), and the second sealing ring (8b) has an outer peripheral surface (85) having a width in the direction of the center axis of the circular cylindrical chamber (21) and being pressed against an inner peripheral surface (64) of the through-hole 961 (60), and an inner peripheral surface (84) having a width in the direction of the center axis of the circular cylindrical chamber (21) and being pressed against the outer peripheral surface (34) of the upper end part (33b).

A damping system of a two-track vehicle includes a passive stabilizer having a torsion bar which runs in a vehicle transverse direction and having lever elements which adjoin the torsion bar at the end sides and which are connected to mutually oppositely situated wheel suspension arrangements of an axle of the vehicle. Two actuators are assigned to respective wheels of the wheel suspension arrangements and are mounted on the vehicle body. Each actuator has a drive by way of which a torque can be exerted on that section of the stabilizer which faces toward the respective wheel. Here, the actuators are in the form of electric motors and are designed to dampen vertical vibrations of the respective wheel or of the so-called unsprung mass, and/or vibrations of the vehicle body in a frequency range between 0 Hertz and at least 20 Hertz, through suitable regulation of the drive of the actuators and thus also through active introduction of forces into the system.

A tiltable motor vehicle having 3 or more wheels and at least one bridge having opposite first and second ends where first and second wheel hub assemblies are disposed. First and second wheels are mounted on the first and second wheel hub assemblies. First and second suspension guides are also associated with the first and second wheel hub assemblies, each being attached to a respective end of the at least one bridge such that the suspension guide is rotatable about at least a tilt axis relative to the at least one bridge. Each wheel hub assembly being movable along or across the respective suspension guide such that the wheels are movable relative to the at least one bridge during suspension action. Movement of the wheels and the wheel hub assemblies associated with suspension rebound and compression action and rotation of the bridges relative to the body associated with tilting action are both substantially independent of movement of the steering element.

A switchable stabilizer assembly of a vehicle, in particular for roll stabilization. The stabilizer assembly includes a first stabilizer half and a second stabilizer half, both coupled to a wheel of the vehicle, where the first and second stabilizer halves are coupled rotatably relative to each other about their longitudinal axis by a hydraulic actuator. The actuator has at least two working chambers filled with a hydraulic medium and has at least one fluid-conducting connection of variable flow cross section between the at least two working chambers. The working chambers are not elastically deformable. Instead, a spring element is arranged in the at least two working chambers and/or in at least two further working chambers of the actuator and is supported between a rotor and a stator of the actuator. The flow cross section of the fluid-conducting connection can be varied depending on the vibration frequency of the stabilizer assembly.

A torque adjustment function-provided rotary damper capable of easily adjusting a torque without needing to use a tool, even in a case where a space cannot be secured on an end portion side of a casing. An adjustment lever is an operation member having an engagement portion and a knob portion. The engagement portion links with an adjuster by engaging with an adjustment end portion such that a cutout fits to a fitting portion. The knob portion is formed integrally with the engagement portion by protruding radially from an outer periphery side of the casing. The knob portion extends to a guide portion along an axial direction of the casing in its outer periphery. The guide portion has a semi-ring shape which is partially cut out. The guide portion is rotatably disposed along an outer periphery of a shaft side cap that closes an end portion of the casing.

A suspension system may include a lower arm configured to perform a vibrating movement by vibration of the vehicle, a reducer connected to the lower arm so that the vibrating movement of the lower arm is transmitted thereto, and a motor unit connected to the reducer, and configured to receive power from the reducer. The reducer may include an input shaft unit rotatably mounted to the housing and connected to the lower arm to be rotated by vibration of the lower arm, a gear unit configured to receive a rotating force from the input shaft unit, an output shaft unit configured to receive power from the gear unit, and a clutch unit selectively connecting the gear unit with the output shaft unit.

A gyroscope-based rotation damper for a motor vehicle, includes a flywheel that is driven via a drive, rotates around an axis of rotation at an angular velocity (.sub.), the flywheel being mounted in a gimbal on the motor vehicle structure by way of a first bearing element and a second bearing element. The flywheel is mounted rotatably around the angle of rotation () at the first bearing element, and the first bearing element is rotatably mounted at the second bearing element around a first angle of rotation () around a first axis aligned orthogonal to the axis of rotation of the flywheel, and the second bearing element is mounted rotatably around a second angle of rotation () around a second axis aligned orthogonal to the first axis, as well as a controller unit for controlling a shaft drive.

Provided is a rotary damper on which the timing for generating a damping torque can be set freely. Groove-like bypass passages (805) that are longer in the circumferential direction than vanes (501) are formed in the upper surface (803) of a torque regulation plate (8) arranged on the bottom part (201) of a cylindrical circular chamber (200). When the rotor (5) rotates in a first rotational direction R1, if both end faces (508a, 508b) of the vanes (501) are positioned within a range of the respective bypass passages (805), each area (218) and the corresponding area (217) are communicated via the corresponding bypass passage (805), enabling movement of a viscous fluid (6) from the area (217) to the area (218). Subsequently, if the rotor (5) rotates further in the first rotational direction R1 and one or both of the end faces (508a, 508b) of each vane (501) is outside of the range of the corresponding bypass passage (805), each area (218) and the corresponding area (217) are not communicated via the corresponding bypass passage (805), and the viscous fluid (6) is unable to move from each area (217) to the corresponding area (218).